System and method of improving fuel efficiency in vehicles using HHO

ABSTRACT

A system and method of providing HHO gas to an internal combustion engine in a vehicle involves providing a liquid electrolyte solution to at least one HHO generator including an HHO generating structure having a plurality of parallel plates suspended in a fluid compartment. Residual electrolyte solution is separated from the HHO gas output by the HHO generator, and a quantity of the HHO gas is stored in a pressure tank at a pressure level exceeding an ambient atmospheric pressure. The HHO gas is electively delivered to an intake side of the internal combustion engine by a valve structure coupled to the pressure tank, which is controlled at least in part by a throttle signal of the internal combustion engine.

BACKGROUND

The present invention relates to a system that produces an HHO mix offuel in vehicles that reduces exhaust emission and increases fuelefficiency.

There has been a continuing effort to improve the fuel efficiency ofvehicles, in order to reduce fuel costs and/or emissions among otherconcerns. One concept that has been presented for improving fuelefficiency in vehicles employing gasoline-powered engines is to provideHHO (a gas consisting of two atoms of hydrogen and one atom of oxygen)to the engine. This concept has been believed to have the potential toincrease fuel efficiency by causing the gasoline in the combustionchamber of the engine to burn more completely. However, the actualresults of many systems of this type have shown small or no improvementin fuel efficiency.

There is a continuing need for a system and method of improving fuelefficiency in vehicles. Such a system and method is the subject of thepresent invention.

SUMMARY

A system for providing HHO gas to an internal combustion engine in avehicle includes a power supply and at least one HHO generatorconfigured to receive a liquid electrolyte solution and output HHO gas.The at least one HHO generator includes an HHO generating structurehaving a plurality of parallel plates suspended in a fluid compartment.A liquid solution and gas tank is coupled to the at least one HHOgenerator, is configured to hold the liquid electrolyte solution and toseparate the HHO gas from residual liquid electrolyte solution outputfrom the HHO generator, and to cooperate with a pump to pump the liquidelectrolyte solution to the at least one HHO generator. A pressure tankis coupled to receive the HHO gas from the liquid solution and gas tankand store a quantity of the HHO gas at a pressure level exceeding anambient atmospheric pressure. A valve structure is coupled to thepressure tank to selectively deliver the HHO gas to an intake side ofthe internal combustion engine based at least in part on a throttlesignal of the internal combustion engine.

A method of providing HHO gas to an internal combustion engine in avehicle includes providing a liquid electrolyte solution to at least oneHHO generator having an HHO generating structure that includes aplurality of parallel plates suspended in a fluid compartment andconfigured to produce and output HHO gas therefrom. Residual electrolytesolution from the HHO gas output by the HHO generator is separated, anda quantity of the HHO gas is stored in a pressure tank at a pressurelevel exceeding an ambient atmospheric pressure. A flow of HHO gas fromthe pressure tank to the internal combustion engine is controlled with avalve structure that is controlled at least in part by a throttlecontrol signal of the internal combustion engine.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1A is a schematic block diagram, and FIG. 1B is an electricalschematic diagram, of a system that produces an HHO mix of fuel invehicles that reduces exhaust emission and increases fuel efficiencyaccording to an embodiment of the present invention.

FIG. 2A is an exploded view, and FIG. 2B is an assembled view, of an HHOgenerating structure positioned in an interior of HHO generators toproduce HHO gas from a liquid solution.

FIG. 3 is perspective view. FIG. 4 is a side section view, and FIG. 5 isa top section view of an exemplary embodiment of an HHO generatingstructure for HHO generators used in the system shown in FIGS. 1A and1B.

FIGS. 6-13 are photographs of a prototype of a system that produces anHHO mix of fuel in vehicles that reduces exhaust emission and increasesfuel efficiency, installed on a vehicle according to an embodiment ofthe present invention.

FIG. 14A is a schematic block diagram, and FIG. 14B is an electricalschematic diagram, of a system that produces an HHO mix of fuel invehicles that reduces exhaust emission and increases fuel efficiencyaccording to another embodiment of the present invention.

FIG. 15 is a schematic illustration of a hydraulic voltage generatorutilized to provide power to HHO generators in an exemplary embodiment

DETAILED DESCRIPTION

Embodiments of a system that produces an HHO mix of fuel in vehiclesthat reduces exhaust emission and increases fuel efficiency aredescribed in detail below.

First Embodiment

FIG. 1A is a schematic block diagram, and FIG. 1B is an electricalschematic diagram, of system S that produces an HHO mix of fuel invehicles that reduces exhaust emission and increases fuel efficiencyaccording to an embodiment of the present invention. As shown in FIG.1A, the system includes liquid and gas solution tank 12 (including apump), heat exchanger with fan 16, HHO generators 18 a and 18 b, safetybubbler 20, pressure tank 22 with a cut-off switch, magnet valve 24(such as a solenoid), and check valve 26. As shown in FIG. 1B,electrical power supply 28 in an exemplary embodiment includes battery30, fuse 32 and solenoid 34, which are connected through power inverter36 and bridge rectifier 38 to provide power to HHO generators 18 a and18 b. Power supply 28 also provides power to other components of systemS via fuse block 50, including intake manifold switch 52, magnet valve24, heat exchanger 16 (illustrated in FIG. 1B as a fan for a radiator,for example), pump controller 54 and pump 56 of liquid and gas solutiontank 12, thermal switch 58, and pressure cut-off switch 60 (which ispart of pressure tank 22). These components receive 12 volt electricalpower, while HHO generators 18 a and 18 b receive a higher level ofpower for charging their steel plates, as explain in more detail below.Main switch 62 is provided to enable the system only when the vehicle isrunning. Indicator lights R, G, B and Y are provided to indicate anoverpressure condition, the status of current through fuse block 50, thestatus of the ignition/gas system of the vehicle, and the status of theengine (whether it is idling), respectively.

In operation of the exemplary embodiment shown in FIGS. 1A and 1B, 136volt DC power is supplied to HHO generators 18 a and 18 b. HHOgenerators 18 a and 18 b may be implemented as series connectedsuspended steel plates in a fluid cell in an exemplary embodiment, andis shown and described in more detail below with respect to FIGS. 2A, 2Band 3-5.

Liquid electrolyte solution, such as a solution of 95% water and 5%potassium hydroxide (KOH) by volume in an exemplary embodiment, ispumped from liquid solution and gas tank 12 through heat exchanger 16that helps to cool the solution. In an exemplary embodiment, heatexchanger 16 may include a radiator/fan assembly that starts when thesystem is activated, and cools the entire system. For example, theliquid solution may be cooled below 115° F. in one embodiment. Theliquid solution then flows into HHO generators 18 a and 18 b. HHOgenerators 18 a and 18 b are configured so that the liquid solutionflows over charged core plates to break the chemical bonds of the water(H₂O) into a gas (HHO) made up of two parts hydrogen and one partoxygen. In an exemplary embodiment, the core plates are made of grade316L stainless steel and are charged with 6 Ampere current by 136 VoltDC power from bridge rectifier 38. After treatment in HHO generators 18a and 18 b, the HHO gas (as well as any residual liquid solution) flowsback into liquid solution and gas tank 12. The gaseous HHO alternativefuel is then separated from the liquid solution, such as by a filter,with the residual liquid solution settling to a lower part of the liquidsolution and gas tank 12 while HHO gas moves upward in the tank, such asthrough a one-way valve. The HHO gas then proceeds through safetybubbler 20. Safety bubbler 20 helps to prevent explosive flashbackevents from migrating back toward the components of system S. Safetybubbler 20 performs this function by bubbling the HHO mixture through anon-flammable liquid, so that flashback from any source is arrested.

Once HHO gas has passed through safety bubbler 20, the HHO gas thenflows into pressure tank 22, where a small amount of pressure and avolume of gaseous fuel are accumulated, stored at a pressure thatexceeds the ambient atmospheric pressure. A cut-off switch (pressureswitch 60, FIG. 1B) installed with pressure tank 22 automatically shutsoff the flow of fuel when a pressure threshold is reached in pressuretank 22, such as at about 15 psi in one embodiment. Pressure is appliedto fuel in pressure tank 22 to ensure that adequate HHO alternative fuelreserves are maintained and a steady and constant flow can be achieved.

Fuel flow from pressure tank 22 is controlled by magnet valve 24, whichis implemented as a solenoid valve in an exemplary embodiment. Magnetvalve 24 is controlled to open in response to the acceleration demandstatus of engine E, via a signal provided from intake manifold switch52. The magnet valve closes when engine E comes to an idle, and the gaspressure builds until the pressure in pressure tank 22 reaches 15 poundsper square inch (psi), or magnet valve 24 opens again when engine Erises above idle. The volume of gas provided to the engine intakeincreases as the demand for fuel consumption increases. In one example,when magnet valve 24 is opened, the system may provide about 0.5 litersper minute of HHO for every liter of displacement of the engine E.Thermal switch 58 includes two thermal switches in the embodiment shownin FIG. 1B, including a first switch that opens when the temperature ofthe system reaches 145° C. to protect the system from overheating, thenresets when the system cools below 125° C. Main switch 62 automaticallydiscontinues power to system S when a vehicle ignition key controllingengine E is turned off, and reconnects power to system S when thevehicle ignition key controlling engine E is turned on. In the mannerdescribed above, engine E is supplied with alternative fuel thatimproves the efficiency at which fuel is burned and consumed.

In an embodiment where engine E is a gasoline-powered engine, anadditional optional safety bubbler may be provided just before HHO fuelreaches engine E to prevent flashback from the engine. This component isnot needed in most embodiments in which engine E is a diesel-poweredengine.

As the intake valve of engine E opens, pressurized gas (HHO alternativefuel) from pressure tank 22 starts filling the cylinder of engine Ealong with fresh air from the air filter. Gasoline or diesel fuel isalso provided to the cylinder, although the addition of the HHOalternative fuel means that some amount of gasoline or diesel fuel isreplaced by the HHO alternative fuel; that is, less gasoline or dieselfuel is provided to the cylinder than would normally be provided. Thehydrogen provided to the cylinder (in the HHO alternative fuel) promotesa complete burn of all of the fuel in the combustion chamber, and theoxygen provided to the cylinder (in the HHO alternative fuel) promotescombustion and gives higher fuel efficiency. As a result, higher outputpower is obtained from the engine with less gasoline or diesel fuelbeing used.

While two HHO generators 18 a and 18 b are shown, in some embodiments asingle HHO generator may be used, while in other embodiments a greaternumber of HHO generators may be used.

FIGS. 2A, 2B and 3-5 are diagrams illustrating an exemplary embodimentof an HHO generating structure for HHO generators 18 a and 18 b used insystem S shown in FIGS. 1A and 1B. Specifically, FIG. 2A is an explodedview, and FIG. 2B is an assembled view, of an HHO generating structurepositioned in an interior of HHO generators 18 a and 18 b to produce HHOgas from a liquid solution. The exemplary HHO generating structure shownin FIGS. 2A and 2B includes grade 316L stainless steel end plates 100 aand 100 b and a plurality of grade 316L stainless steel plates 102 a and102 b therebetween. End plate 100 a includes aperture 103 that isaligned with apertures 105 in plates 102 b, and end plate 100 b includesaperture 104 that is aligned with apertures 106 in plates 102 a. All ofthe plates include apertures 108 that are aligned, to allow rods 112 toextend through them with nylon spacers 110 around the rods, separatingthe plates from one another. Plates 102 a are rotated 180 degrees fromplates 102 b. Plates 100 a, 100 b, 102 a and 102 b are charged withcurrent, for example with 544 Watts of power, so that molecules of waterin the liquid solution passed through the HHO generator are broken apartinto hydrogen and oxygen via electrolysis.

FIGS. 3, 4 and 5 are diagrams illustrating the mounting of the HHOgenerating structure shown in FIGS. 2A and 2B in a fluid compartment.Specifically, FIG. 3 is a perspective view, FIG. 4 is a side sectionview, and FIG. 5 is a top section view. Stainless steel plates 100 a,100 b, 102 a and 102 b are positioned inside compartment 120. Rods 112extend through plates 100 a, 100 b, 102 a and 102 b to hold themtogether in a suspended position in compartment 120. End plates 100 aand 100 b are secured to the walls of compartment 120. As shown in FIGS.4 and 5, end plate 100 a is secured to the wall of compartment 120 bybolt 122 a, nut 124 a and washer 126 a. Other fastening systems ormechanisms may be used in alternative embodiments.

Stainless steel plates 100 a, 100 b, 102 a and 102 b are suspendedwithin compartment 120 in order submerge plates 100 a, 100 b, 102 a and102 b in fluid in the interior of compartment 120, to allow the fluid tomake extensive contact with the surface area of plates 100 a, 100 b, 102a and 102 b. For example, in one embodiment, fluid may fillapproximately 80% of the volume of compartment 120, submerging a largeportion of plates 100 a, 100 b, 102 a and 102 b in the fluid. Fluid mayenter compartment 120 through apertures 130, and HHO gas may exitcompartment 120 through apertures 132, in an exemplary embodiment. Thisconfiguration provides an efficient mechanism for the electrolysiseffect that breaks apart the molecules of water in the liquid solutionprovided to compartment 120 into hydrogen and oxygen. In an exemplarysystem, each HHO generating structure may be capable of producing about7 liters of HHO gas per minute.

The configuration of stainless steel plates 100 a, 100 b, 102 a and 102b is such that these plates are functionally parallel to one another (asopposed to being arranged in series). In other words, each plate isexposed to fluid within compartment 120 at the same time, and current isapplied to each plate in parallel. This is achieved by providing inputpower of 136 volts DC (in an exemplary embodiment) from bridge rectifier38 (FIG. 1B), which allows 4 Ampere current to flow to plates 100 a, 100b, 102 a and 102 b so that electrolysis can be performed with a highdegree of efficiency.

FIGS. 6-13 are photographs of a prototype of system S that produces anHHO mix of fuel in vehicles that reduces exhaust emission and increasesfuel efficiency, installed on a vehicle according to an embodiment ofthe present invention. The prototype shown in FIGS. 6-13 was found to becapable of improving fuel efficiency of the vehicle by a substantialamount. Road testing of the prototype shown in FIGS. 6-13 was done undervarious conditions and times, and the routes varied from state andfederal highways. The physical components of the prototype include thecomponents shown in FIGS. 1A, 1B, 2A, 2B and 3-5 described above. Thecomponents are assembled together and are not all visible in FIGS. 6-13,but they are functionally connected as described above. Specificallyvisible in the photograph of FIG. 6 is an HHO generator in the system,in the photograph of FIG. 7 is the return line, in FIG. 8 is the shutoffvalve, in FIG. 9 is the pressure tanks, in FIG. 10 is the heatexchanger, in FIG. 11 is the fuse block, in FIG. 12 is the housing boxof the system, and in FIG. 13 is the installation of the system in atruck.

By installing the system S that produces an HHO mix of fuel in vehiclesthat reduces exhaust emission and increases fuel efficiency in line withthe fresh air intake of a vehicle, the burning of fossil fuel in theengine E of the vehicle is enhanced. With the enhancement of the burningprocess, waste of fossil fuel is reduced (fuel that is typically leftunburned is completely burned, thus used for propulsion). The inventionimproves the miles per gallon of diesel- and gasoline-powered vehicles,which saves money, improves the environment and reduces dependence uponforeign oil imports. The invention produces an HHO mix of alternativefuel that is two parts hydrogen and one part oxygen, which results inreduced exhaust emission. Approximately 60 percent of the fuel used inexisting vehicles is wasted through heat or exhaust emission. Theintroduction of hydrogen enables the invention to reclaim a certainamount of that waste and utilize it in the propulsion of the vehicle.This increase of fuel efficiency results in a substantial increase infuel mileage as well as an increase in vehicle horsepower.

System S employs a storage tank and flow control for an HHO on-demandsystem, to provide a continuous, controlled flow of HHO gas to engine E.In many embodiments, the control of the HHO gas flow can be an importantfactor in achieving fuel efficiency improvement.

Adding HHO allows the engine to run in a leaner fuel/air condition.Without adding HHO, the stoichiometric ratio of fuel/air is 1 to 14.7 bymass. With HHO added, the engine can run at a fuel/air ratio of 1 to 20or more. The presence of HHO acts much like a rectifier or reformer inthat it helps the heavy fuel molecules to burn more completely thanwithout HHO. The small amount of HHO inserted into the engine puts theotherwise unburned fuel into use, thus shifting the conventionalfuel/air stoichiometry to a leaner condition.

Example Data

Testing of the system described herein was performed with a diesel semitractor and trailer, where a prototype was installed and measurementswere taken during road tests over various periods of time coveringthousands of miles. The vehicle used was a 2005 International i-9200semi tractor and trailer with a Cummins e-450 engine and a 10 speedautomatic transmission. The performance of the system was as shown belowin Table 1:

TABLE 1 Miles Loaded/ Miles Fuel used per Emissions Emissions HHO? EmptyDriven (gallons) gallon (before) (after) Change Baseline 1 No Loaded 705157 4.4 6 ppm 1 ppm N/A Trial 1 Yes Loaded 670 129 5.2 6 ppm 1 ppm 16.5%Trial 2 Yes Empty 674 131 5.1 15.0% Trial 3 Yes Loaded 669 144 4.7 10ppm  1 ppm  4.0% Trial 4 Yes Loaded 339 63 5.4 20.6% Trial 5 Yes Empty340 55 6.1 36.5% Baseline 2 No Loaded 668 134 4.9 N/A Trial 6 Yes Empty662 96 6.9 35.3% Trial 7 Yes Loaded 648 113 5.7 16.3% Baseline 3 NoEmpty 660 132 4.9 4 ppm 2 ppm N/A Baseline 4 No Loaded 664 129 5.1 5 ppm3 ppm N/A Trial 8 Yes Empty 660 120 5.5 10.9% Trial 9 Yes Empty 658 1035.8 0 ppm 0 ppm 18.4% Trial 10 Yes Loaded 649 110 5.9 0 ppm 0 ppm 15.7%Trial 11 Yes Loaded 648 121 5.4 0 ppm 0 ppm  5.9% Trial 12 Yes Loaded648 102 6.3 0 ppm 0 ppm 23.5%

In Table 1 above, the “change” column refers to the change in miles pergallon for a trial (using HHO) compared to the most recent baseline (notusing HHO). However, for Trails 8-12, the “change” column refers to thechange in miles per gallon for each trial compared to either Baseline 3or 4, depending on whether the trial was for an empty truck (in whichcase the “change” column refers to the change in comparison to Baseline3) or for a loaded truck (in which case the “change” column refers tothe change in comparison to Baseline 4).

Also, in the table above, some of the trials and baseline testing runsincluded a comparison of emissions before HHO was added to the fuelmixture and after HHO was added, in order to determine the effect thatthe addition of HHO had on emissions. In each testing instance, theaddition of HHO reduced the level of emissions (where such emissionswere present before the addition of HHO).

Second Embodiment

FIG. 14A is a schematic block diagram, and FIG. 14B is an electricalschematic diagram, of system S′ that produces an HHO mix of fuel invehicles that reduces exhaust emission and increases fuel efficiencyaccording to another embodiment of the present invention. As shown inFIG. 14A, the system S′ includes liquid and gas solution tank 212connected to external pump 256 (which includes an internal check vale),heat exchanger with fan 216, HHO generators 218 a and 218 b, pressuretank 222 with a cutoff switch, magnet valve 224 (such as a solenoid),and check valve 226. As shown in FIG. 14B, electrical power supply 228in an exemplary embodiment includes battery 230, circuit breaker 232 andmain relay 234, which are connected to provide power to the componentsof system S′ via fuse block 250. Circuit breaker 232 is an 80 ampcircuit breaker in an exemplary embodiment. System S′ also includesvoltage generator 231, which in the embodiment shown is a hydraulicvoltage generator, and relay 233, which are connected though bridgerectifier 238 to provide power to provide power to HHO generators 218 aand 218 b. Bridge rectifier 238 (and other components housed with bridgerectifier 238) is cooled by cooling fan 292

The operation of system S′ is electrically controlled to operate whenthe vehicle is running. An ignition signal IGN is provided from thevehicle to enable power delivery, through fuse 280 and main relay 234,which is a normally on relay in an exemplary embodiment. Fuse 280 is a10 amp fuse in an exemplary embodiment, to protect the vehicle fuseblock. Main switch 262 is connected to main relay 234, and can be thrownon or off to enable or disable the system. For thermal protection,thermal switch 258 is connected between main switch 262 and reset relay284. Thermal switch is set to open at a high temperature limit, such asat 170° F. in an exemplary embodiment, to protect the system foroverheating. When thermal switch 258 is closed (that is, when the systemtemperature does not exceed the high temperature limit), reset relay 284powers secondary relay 282 so that power is delivered to fuse block 250.Button 286 is provided to allow manual resetting of reset relay 284.

Fuse block 250 distributes power to a number of components, includingintake manifold switch 252, magnet valve 224, heat exchanger 216(illustrated in FIG. 14B as a fan for a radiator, for example), pumpcontroller 254 and pump 256 connected to liquid and gas solution tank212 (FIG. 14A), pressure cut-off switch 260 (which is part of pressuretank 222), meter 259 and indicator lamp 261, and cool down circuit 270.These components receive 12 volt electrical power, while HHO generators218 a and 218 b receive a higher level of power for charging their steelplates, as explained in more detail below.

In operation of the embodiment shown in FIGS. 14A and 14B, 115 volt DCpower is supplied to HHO generators 218 a and 218 b. HHO generators 218a and 218 b may be implemented as series connected suspended steelplates in a fluid cell in an exemplary embodiment, as shown anddescribed above with respect to FIGS. 2A, 2B and 3-5.

Liquid electrolyte solution, such as a solution of 95% water and 5%potassium hydroxide (KOH) by volume in an exemplary embodiment, ispumped from liquid solution and gas tank 212 into HHO generators 218 aand 218 b. HHO generators 218 a and 218 b are configured so that theliquid solution flows over charged core plates to break the chemicalbonds of the water (H₂O) into a gas (HHO) made up of two parts hydrogenand one part oxygen. In an exemplary embodiment, the core plates aremade of grade 316L stainless steel and are charged with 36 Amperecurrent by 115 Volt DC power from bridge rectifier 238. After treatmentin HHO generators 118 a and 118 b, the HHO gas (as well as any residualliquid solution) flows through heat exchanger 216 that helps to cool thegas and solution. In an exemplary embodiment, heat exchanger 216 mayinclude a radiator/fan assembly that starts when the system isactivated, and cools the entire system. For example, the gas and liquidsolution may be cooled below 115° F. in one embodiment. The gas andliquid solution then flows back into liquid solution and gas tank 212.The gaseous HHO alternative fuel is then separated from the liquidsolution, such as by a filter, with the residual liquid solutionsettling to a lower part of the liquid solution and gas tank 212 whileHHO gas moves upward in the tank, such as through a one-way valve.

The HHO gas then flows into pressure tank 222, where a small amount ofpressure and a volume of gaseous fuel are accumulated, stored at apressure that exceeds the ambient atmospheric pressure. A cut-off switch(pressure switch 260, FIG. 14B) installed with pressure tank 222automatically shuts off the flow of fuel when a pressure threshold isreached in pressure tank 222, such as at about 12 pounds per square inch(psi) in one embodiment. Pressure is applied to fuel in pressure tank222 to ensure that adequate HHO alternative fuel reserves are maintainedand a steady and constant flow can be achieved.

Fuel flow from pressure tank 222 is controlled by magnet valve 224,which is implemented as a solenoid valve in an exemplary embodiment.Magnet valve 224 is controlled to open in response to the accelerationdemand status of engine E, via a signal provided from intake manifoldswitch 252. Intake manifold switch 252 closes when engine E comes to anidle, by sensing a drop in pressure (such as pressure below 1.2 psi inan exemplary embodiment). Magnet valve 224 closes in response to closingof intake manifold switch 252, and the gas pressure builds until thepressure in pressure tank 122 reaches 12 psi, or magnet valve 124 opensagain when engine E rises above idle. When the vehicle operates steps onthe throttle and the vehicle turbo charger pressurizes, the intakemanifold switch 252 opens and causes magnet valve 224 to open and causea rush of HHO gas to be provided to the engine (about 20 liters in anexemplary embodiment), at exactly the time when the engine needs thisboost the most (starting from a stopped condition). In general operatingconditions, the volume of gas provided to the engine intake is relatedto the demand for fuel consumption, and a constant flow of HHO gas at arate of 6-7 liters per minute when the vehicle is being driven over theroad is typical.

Cool down circuit 270 is provided in system S′ to provide additionalthermal protection to the system. Cool down switch 290 is provided andconfigured to close when the system temperature reaches a cool downthreshold temperature (lower than the high temperature limit associatedwith thermal switch 258, which shuts the entire system down). In anexemplary embodiment, the cool down threshold temperature may be 150°F., and cool down operation may be discontinued (and HHO gas generationresumed) when the system temperature has been cooled to 120° F. When thecool down threshold temperature is reached, cool down switch 290 closesand cooling fan 216 is controlled to reduce the temperature of thesystem. In addition, relay 294 is controlled to shut down HHO generators218 a and 218 b during the cool down phase, and relay 296 is controlledto operate pump controller 254 and pump 256 so that pump 256 runs at anincreased voltage level during cool down. In one example, pump 256 isoperated at 7 volts (supplied by pump controller 254) during normaloperation, and at 12 volts (supplied by fuse block 250) during cool downoperation, to increase fluid flow during cool down.

In the manner described above, engine E is supplied with alternativefuel that improves the efficiency at which fuel is burned and consumed.

In an embodiment where engine E is a gasoline-powered engine, a safetybubbler may be provided just before HHO fuel reaches engine E to preventflashback from the engine. This component is not needed in mostembodiments in which engine E is a diesel-powered engine.

As the intake valve of engine E opens, pressurized gas (HHO alternativefuel) from pressure tank 222 starts filling the cylinder of engine Ealong with fresh air from the air filter. Gasoline or diesel fuel isalso provided to the cylinder, although the addition of the HHOalternative fuel means that some amount of gasoline or diesel fuel isreplaced by the HHO alternative fuel; that is, less gasoline or dieselfuel is provided to the cylinder than would normally be provided. Thehydrogen provided to the cylinder (in the HHO alternative fuel) promotesa complete burn of all of the fuel in the combustion chamber, and theoxygen provided to the cylinder (in the HHO alternative fuel) promotescombustion and gives higher fuel efficiency. As a result, higher outputpower is obtained from the engine with less gasoline or diesel fuelbeing used.

While two HHO generators 218 a and 218 b are shown, in some embodimentsa single HHO generator may be used, while in other embodiments a greaternumber of HHO generators may be used.

FIG. 15 is a schematic illustration of hydraulic voltage generator 231utilized to provide power to HHO generators 218 a and 218 b in anexemplary embodiment. Hydraulic voltage generator 231 includes hydraulicvariable pressure compensator pump 300, filter 302, hydraulic motor 304mechanically coupled to generator 306, cooler 308, and tank 310. In anexemplary embodiment, hydraulic variable pressure compensator pump 300is a swash plate pump such as an MVP60 pump manufactured by CasappaS.p.A. of Parma, Italy. Hydraulic variable pressure compensator pump 300pumps pressurized liquid through filter 302 to hydraulic motor, which isdriven by generator 306. In an exemplary embodiment, generator 306 is a5000 Watt generator, operating at 60 Hertz, 40 Amps and 120 Volts.Generator 306 is driven by the vehicle engine, and requires about 12horsepower to properly drive hydraulic motor 304 and hydraulic variablepressure compensator pump 300. The liquid passes through cooler 308 andinto tank 310, where it is drawn into hydraulic variable pressurecompensator pump 300 via suction line SL (and drains back into tank 310via drain line DL).

Example Data

Testing of the system described above was performed with a diesel semitractor and trailer (an International 9000s with a 14L diesel engine) ina static test environment, with the performance of the vehicle beingcompared to a conservative assumption that the vehicle would get 6 milesper gallon without the addition of HHO. The performance of the system inthe static tests was as shown below in Table 2:

TABLE 2 ESTIMATED HHO MILES PER GAL MILES PER GAL TEST# HOURS TOTALGAL.(S) GAL PER HR LPM @60 MPH W/O HHO % DIFF 1 4 14.64 3.66 4.50 16.396 36.60% 2 2 14.10 7.05 4.50 8.51 6 70.50% 3 2 9.18 4.59 5.50 13.07 645.90% 4 1 6.53 6.53 5.50 9.19 6 65.30% 5 2 14.29 7.15 4.50 8.40 671.45% 6 2 14.35 7.18 5.00 8.36 6 71.76% 7 2 14.00 7.00 6.00 8.57 670.00% 8 2 13.10 6.55 5.75 9.16 6 65.50% 9 2 6.62 3.31 5.50 18.13 633.10% 10  2 14.59 7.30 5.50 8.22 6 72.95% TOTALS 121.40 108.01 603.06%AVERAGES 12.14 10.80 60.31%

As shown by the data in Table 2, the HHO system described above resultedin greater than 33% improvement in fuel economy in every test, with anaverage improvement of over 60%. In on-the-road driving conditions, oneshould quite conservatively expect to see at least 30% improvement infuel economy as a result of adding the HHO system described above to asemi tractor and trailer vehicle.

The system described above was also tested for its effect on emissionsfrom the vehicle engine. Tables 3-7 below illustrate the results of thistesting, which was also performed in a static test environment as notedabove with respect to the testing data obtained in Table 2.

TABLE 3 W/O HHO W/HHO W/O HHO W/HHO TEST # 1 2 3 4 TIME 9:27 9:44 16:4017:24 EFFICIENCY % 73.5 75.1 81.1 91.1 AMB. TEMP F. 68 69 81 72 STACKTEMP F. 199 186 177 110 OXYGEN % 18.4 18.5 18.1 15.4 CO: PPM 183 148 8287 CO2 % 2.1 1.9 2.2 4.1 HYDROCARBONS 5 0 1 6 PPM NO PPM 400 390 555 97NO2 PPM 68 73 73 56 NOX PPM 468 483 628 153 SO2 PPM 0 0 0 11 EXCESS AIR% 612 681 574 263 AIR/FUEL RATIO 92.78 103.7 92.63 43.76 LAMBDA 6.53 7.36.52 3.08 EQUIVAL RATIO 0.15 0.13 0.15 0.32 FUEL #2 #2 #2 #2 DIESELDIESEL DIESEL DIESEL

TABLE 4 W/O HHO W/O HHO W/HHO TEST # 5 6 7 TIME 12:53 12:58 15:52EFFICIENCY % 85.2 90.8 83.9 AMB. TEMP F. 73 75 80 STACK TEMP F. 131 107136 OXYGEN % 18.3 16.5 18.7 CO: PPM 76 162 107 CO2 % 2.1 3.3 1.7HYDROCARBONS PPM 6 10 1 NO PPM 431 296 440 NO2 PPM 57 85 71 NOX PPM 488381 511 SO2 PPM 0 0 0 EXCESS AIR % 609 352 770 AIR FUEL/RATIO 96.1660.67 116.6 LAMBDA 6.77 4.27 8.21 EQUIVAL RATIO 0.14 0.23 0.12 FUEL #2#2 DIESEL #2 DIESEL DIESEL

TABLE 5 W/O HHO W/O HHO W/HHO W/HHO TEST # 8 9 10 11 TIME 18:11 18:1119:06 19:07 EFFICIENCY % 82.4 82.9 83.2 84 AMB. TEMP F. 77 77 74 74STACK TEMP F. 143 142 141 147 OXYGEN % 18.7 18.4 18.6 18.2 CO: PPM 128132 127 103 CO2 % 1.6 1.8 1.8 2.1 HYDROCARBONS 5 6 1 1 PPM NO PPM 447458 468 562 NO2 PPM 70 69 79 90 NOX PPM 517 527 547 652 SO2 PPM 0 0 0 0EXCESS AIR % 815 712 722 606 AIR FUEL/RATIO 119.1 106.3 109.5 95.9LAMBDA 8.38 7.48 7.71 6.75 EQUIVAL RATIO 0.11 0.13 0.12 0.14 FUEL #2 #2#2 #2 DIESEL DIESEL DIESEL DIESEL

TABLE 6 W/O HHO W/O HHO W/HHO W/HHO TEST # 12 13 14 15 TIME 19:58 20:0020:27 20:28 EFFICIENCY % 78.9 78 78.7 76.8 AMB. TEMP F. 56 57 56 56STACK TEMP F. 149 154 157 157 OXYGEN % 18.5 18.5 18.4 18.6 CO: PPM 76115 58 80 CO2 % 1.9 1.7 1.9 1.8 HYDROCARBONS 4 5 2 3 PPM NO PPM 613 500661 527 NO2 PPM 98 80 98 96 NOX PPM 711 580 759 623 SO2 PPM 0 0 0 0EXCESS AIR % 680 761 646 686 AIR FUEL/RATIO 105.9 113.5 102.9 106.7LAMBDA 7.45 7.95 7.24 7.51 EQUIVAL RATIO 0.13 0.12 0.13 0.13 FUEL #2 #2#2 #2 DIESEL DIESEL DIESEL DIESEL

TABLE 7 W/O HHO W/O HHO W/HHO W/HHO TEST # 16 17 18 19 TIME 14:56 14:5715:24 15:25 EFFICIENCY % 74.5 74.1 71.6 68.3 AMB. TEMP F. 76 76 83 82STACK TEMP F. 232 233 229 226 OXYGEN % 17.8 17.9 18.4 18.8 CO: PPM 143136 134 142 CO2 % 2.3 2.3 1.9 1.7 HYDROCARBONS 0 0 0 0 PPM NO PPM 527524 513 428 NO2 PPM 75 79 94 96 NOX PPM 602 603 607 524 SO2 PPM 0 0 0 1EXCESS AIR % 566 544 676 773 AIR FUEL/RATIO 89.65 86.95 103.9 115.2LAMBDA 6.31 6.12 7.31 8.11 EQUIVAL RATIO 0.15 0.16 0.13 0.12 FUEL #2 #2#2 #2 DIESEL DIESEL DIESEL DIESEL

As can be seen from the test results in Tables 3-7 above, the additionof HHO gas in many of the test resulted in significant reductions in theemission of various exhaust gases, some of which are particularlydesirable to be controlled, such as hydrocarbons, carbon monoxide and NOgases, for example. The more complete combustion that is promoted by theaddition of HHO gas is expected to result in cleaner vehicle exhaustconditions.

While the invention has been described with reference to an exemplaryembodiment(s), it will be understood by those skilled in the art thatvarious changes may be made and equivalents may be substituted forelements thereof without departing from the scope of the invention. Inaddition, many modifications may be made to adapt a particular situationor material to the teachings of the invention without departing from theessential scope thereof. Therefore, it is intended that the inventionnot be limited to the particular embodiment(s) disclosed, but that theinvention will include all embodiments falling within the scope of theappended claims.

The invention claimed is:
 1. A system for providing HHO gas to an internal combustion engine in a vehicle, comprising: a power supply; at least one HHO generator configured to receive a liquid electrolyte solution and output HHO gas, the at least one HHO generator including an HHO generating structure having a plurality of parallel plates suspended in a fluid compartment in a functionally parallel configuration such that the liquid electrolyte solution received by the HHO generator in the fluid compartment at least partially submerges each of the parallel plates at the same time, with current applied to each of the parallel plates in parallel; a liquid solution and gas tank coupled to the at least one HHO generator, configured to hold the liquid electrolyte solution and to separate the HHO gas from residual liquid electrolyte solution output from the HHO generator, and to cooperate with a pump to pump the liquid electrolyte solution to the at least one HHO generator; a pressure tank coupled to receive the HHO gas from the liquid solution and gas tank and store a quantity of the HHO gas at a pressure level exceeding an ambient atmospheric pressure; a valve structure coupled to the pressure tank to selectively deliver the HHO gas to an intake side of the internal combustion engine based at least in part on a throttle signal of the internal combustion engine; and a hydraulic voltage generator connected to supply electrical power to the at least one HHO generator.
 2. The system of claim 1, further comprising: a heat exchanger assembly coupled between the liquid solution and gas tank and the at least one HHO generator for selectively cooling the liquid electrolyte solution.
 3. The system of claim 2, wherein the heat exchanger assembly is operable to cool the liquid electrolyte solution below 115° F.
 4. The system of claim 1, wherein the liquid electrolyte solution is made up of 95% water and 5% potassium hydroxide (KOH) by volume.
 5. The system of claim 1, wherein the pressure tank includes a cut-off switch configured to automatically shut off a flow of HHO gas when a pressure threshold is reached.
 6. The system of claim 5, wherein the pressure threshold is about 12 pounds per square inch (psi).
 7. The system of claim 1, wherein HHO gas is prevented from flowing from the pressure tank to the internal combustion engine when the engine is in an idle condition.
 8. The system of claim 1, wherein the rate at which the HHO gas from the pressure tank flows to the internal combustion engine in response to acceleration of the internal combustion engine is about 0.5 liters per minute of HHO gas for every liter of displacement of the internal combustion engine.
 9. The system of claim 1, wherein the valve structure comprises a magnet valve.
 10. The system of claim 1, further comprising a cool down circuit operable to shut down operation of the at least one HHO generator and adjust operation of the pump in response to the system reaching a temperature exceeding a threshold temperature.
 11. The system of claim 1, wherein the hydraulic voltage generator comprises: a generator driven by the internal combustion engine of the vehicle; a hydraulic motor mechanically coupled to the generator; a hydraulic variable pressure compensator pump configured to selectively pump pressurized fluid to the hydraulic motor; and a tank connected to receive the pressurized fluid from the hydraulic motor and to supply fluid to the hydraulic variable pressure compensator pump.
 12. A method of providing HHO gas to an internal combustion engine in a vehicle, the method comprising: providing a liquid electrolyte solution to at least one HHO generator having an HHO generating structure that includes a plurality of parallel plates suspended in a fluid compartment and configured to produce and output HHO gas therefrom, the plurality of parallel plates being arranged in a functionally parallel configuration such that the liquid electrolyte solution provided to the HHO generator in the fluid compartment at least partially submerges each of the parallel plates at the same time, with current applied to each of the parallel plates in parallel; separating residual electrolyte solution from the HHO gas output by the HHO generator; storing a quantity of the HHO gas in a pressure tank at a pressure level exceeding an ambient atmospheric pressure; regulating a rate at which the HHO gas from the pressure tank flows to the internal combustion engine with a valve structure controlled at least in part by a throttle control signal of the internal combustion engine; and supplying electrical power to the at least one HHO generator with a hydraulic voltage generator and supplying electrical power to other components with a separate power supply.
 13. The method of claim 12, further comprising selectively cooling the liquid electrolyte solution.
 14. The method of claim 13, wherein selectively cooling the liquid electrolyte solution comprises cooling the liquid electrolyte solution below 115° F.
 15. The method of claim 12, wherein storing a quantity of the HHO gas in the pressure tank at the pressure level exceeding the ambient atmospheric pressure comprises automatically shutting off a flow of the HHO gas to the pressure tank when the pressure level is reached.
 16. The method of claim 15, wherein the pressure level is about 12 pounds per square inch (psi).
 17. The method of claim 12, wherein HHO gas is prevented from flowing from the pressure tank to the internal combustion engine when the engine is in an idle condition.
 18. The method of claim 12, wherein a rate at which the HHO gas from the pressure tank flows to the internal combustion engine in response to acceleration of the internal combustion engine is about 0.5 liters per minute of HHO gas for every liter of displacement of the internal combustion engine.
 19. The method of claim 12, wherein regulating the rate at which the HHO gas from the pressure tank flows to the internal combustion engine with the valve structure comprises opening and closing a magnet valve in response to the throttle control signal of the internal combustion engine.
 20. The system of claim 1, wherein the hydraulic voltage generator is configured to provide a first voltage to the at least one HHO generator, and the power supply is configured to provide a second voltage to other components of the system, the first voltage being greater than the second voltage.
 21. The system of claim 20, wherein the first voltage provided to the at least one HHO generator is 115 volts and the second voltage provided to other components of the system is 12 volts. 